murray



(No Model.) 5 Sheets-Sht 1. P. MURRAY, Jr;

GAS ENGINE.

No. 351,395. Patented 0012.26, 1886.

N. PETERS. PhmvLflhogmpher. Wnxhinglon, n. c.

(No Model.) 5 Sheets-Sheet 2;

. P. MURRAY, Jr.

GAS ENGINE.

.No. 351,395. Patented Oct. 26, 1886.

4; W6 gw (No Model.)

- 5 Sheets-Sheet 3. P. MURRAY, Jr.

GAS ENGINE.

No. 351,395. Patented Oct. 26, 1886.

'IIIII/ W 1 w y ,IIIIIIIIII/IIIII IIIIlIIIIIl/I 'l I 2/ Irwez 0 71 N.PETERS. Plwlo-Lllhogmpher. wisnin mn, n. cy

5 Sheets-Sheet 4.

' (No Model.)

P. MURRAY, Jr; GAS ENGINE.

No. 351,395. Patented Oct. 26, 1886.

N. PETERS. Phalo-Lvthographur, Wlihmglon, 0. c.

(No Model.) 5 Sheets-Sheet 5.

P. MURRAY; Jr.

GAS ENGINE. No. 351,395. Patented Oct. 26, 1886.

N. PETERS, Phuto'LHhographur. Washmgwn. a. G

UNITED STATES PATENT @FFICE PETER MURRAY, JR, OF NEWVARK, NEYV JERSEY,ASSIGNOR TO THE MURRAY MOTOR MANUFACTURING COMPANY, OF SAME PLACE.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 351,395, dated October26,1886

Application filed February 6, 1886. Serial N0. 191.011.

To all whom it may concern:

Be it known that I, PETER ll/IURRAY, J r., a citizen of the UnitedStates, residing at Newark, county of Essex, and State of New Jersey,have invented certain new and usefullmprovements in Gas-Engines, fullydescribed and represented in the following specification and theaccompanying drawings, forming a part of the same.

Thisinvention relates, generally, to that class of gas-engines in whichthe power is obtained by the explosion of a mixture of gas and air inthe cylinder of the engine, but more particularly to that class of theseengines in which the explosive mixture is supplied to the engine by apump and in which the explosive mixture is confined in the cylinder ofthe engine under a considerable degree of pressure previous tobeing'exploded.

I To aid in a more ready understanding of the invention, and of thedetails in the construction and organization of the engine, to behereinafter described, a brief description of the general organizationand operation of the engine will be first given.

The air and gas which form the explosive mixture are first admitted, insuitable proportions, into a chamber containing a mixing apparatus. Thischamber is connected by a pipe with the suction-chamber of adouble-acting force-pump, which operates to draw the air and gas throughthe mixing apparatus, so as to form these two fluids into a homogeneousmixture and then force the mixture thus formed into the opposite ends ofthe power-cylinder. The pipe or passage leading from the forcechamber ofthe pump to the power-cylinder also communicates with a tank orreservoir, and is provided with a cock or valve by which thecommunication between the tank and the pipe may be opened or closed atpleasure. The purpose of this wlll be hereinafter fully explained.

The power-cylinder is provided at its opposite ends with induetion-portswhich communicate with the pipe or passage leading from the pump, andthese ports are controlled by a reciprocating charging and firing valvewhich operates to open the ports at the proper times to admit thecharges and then close them, so as to confine the charges in thecylinder. The power-cylinder is providedwith a single ex- (No model.)

haustopening, which islocated at or near the middle of the length of thecylinder, and in such position as to be uncovered by the powerpiston asit arrives at the end of its stroke in either direction. Theexhaust-opening is provided with an exhaust-pipe which communicates witha chamber containing a quantity of water which operates to condense theproducts of combustion and thus aid in exhausting these products fromthe cylinder. The movements of the power-piston and the charging andfiring valve which controls the inductionports are so timed withrelation to each other that the induction-port at either end of thecylinder is opened to admit the charge to that end of the cylinderjustbefore the power-piston completes its stroke toward the opposite end ofthe cylinder, and is closed to confine the charge in the cylinder j ustafter the power-piston commences its return-stroke and has covered theexhaust-opening, thereby allowing the charge to be compressed by thereturn-stroke of the piston. The movement of the pump-piston is so timedwith relation to the movement of the valve that it will complete itsstroke in either direction, by which the charge is forced into thecylinder simultaneously with the closing of the induction-port by thevalve. The charges thus forced into the power'cylinder and confined andcompressed therein are fired at the proper time by means ofignitingburners which are carried by the charging and firing valve, andwhich are brought into communication with the charges by the continuedmovement of the valve after the inductionport has been closed to confinethe charge in the cylinder, as just explained. These burners are fedfrom the charges in the cylinder through suitable ducts formed in thevalve and the walls of the valve-chest, and are relighted, after eachcharge has been fired, by permanent burners or master-lights located inthe side of the valve-chest. The ducts through which the ignitingburners are fed are provided with means by which they are closed andthesupply of the mixture to the burners cut off just as or just beforethe charges are fired, and by which the ducts are kept closed until thepowerpiston has proceeded far enough upon its stroke to open or partlyopen the exhaustopening. The purpose of this arrangement will also behereinafter explained.

The power-cylinder is provided with two air ports or openings, which arecontrolled by suitable valves, and are so arranged that after eachcharge is fired and after the power-piston hasmade a part of its stroke,a quantity of air is admitted to the cylinder behind the piston, so asto hasten the complete combustion of the charge and prevent the flamefrom lingering in the cylinder so long as to cause a premature explosionof the next charge as it is admitted.

The engine is provided with a governor apparatus, which is constructedupon the same general plan as that described'in my former- Letters-Patent .No: 305,464, and which operates, if the speed of the engine isaccelerated beyond what is desirable, to reduce the volume of thecharges forced into the power-cylinder, and thus bring the engine backto its normal speed.

The invention consists, principally, in the organization or relativearrangement of the pump and power piston and the charging and firingvalve, in the construction of the charging and firing valve, in themeans for controlling the supply of the explosive mixture to theigniting-burners, and in means for supplying air to the power-cylinderto hasten the complete combustion of the charges. The invention alsoembraces various other features of construction and combinations ofparts, all

of which will be hereinafter described and pointed out.

The details in construction and operation of the organization, thusbriefly outlined, will now be described, reference being had to theaccompanying drawings, in which- Figure 1 is a side elevation of theengine. Fig. 2 is a horizontal section of the same, parts being shown inplan view. Fig. 3 is a plan view of the power and pump cylinders. Fig. 4is a longitudinal vertical section of the power cylinder, showing alsothe apparatus for introducing air into the cylinder after the explosionof the charges takes place. Fig. 5 is an enlarged View of a part of Fig.4. Fig. 6 is a vertical cross-section of the pump and power cylinders,taken upon the line a: x of Fig. 2. Fig. 7 is a cross-section of thepower-cylinder, taken upon the line 3 y of Figs. 2 and 19. Fig. Sis across-section of the pump-cylinder, taken upon the line 22 of Figs. 2and 11. Fig. 9 is an enlarged plan View of the pump-cylinder, showingparticularly a portion of the governor apparatus. Fig. 10 is alongitudinal vertical section of the same, taken upon the line x 00 ofFigs. 9 and 14. Fig. 11 is a horizontal section looking upward, takenupon the line y y of Figsr10 and 14. Fig. 12 isa similar view,taken uponthe same line, looking downward. Fig. 13 is a similar view lookingdownward, taken upon the line z z of the same figures. Fig. 14 is avertical cross-section taken upon the line 10 'w of Figs. 9, 10, 11, 12,and 13. Fig. 15 is a horizontal section taken upon the line 10 w of 17is a horizontal section taken upon the line a: wof Fig. 16. Fig. 18 isan enlarged view of a portion of Fig. 3, showing particularly theapparatus for controlling the ducts through which the igniting-burnersare fed. Fig. 19 is an enlarged side elevation of the power-cylinder,the covering-plate of the valve-chest and the charging and firing valvebeing removed. Fig. 20 is an inside view of the charging and firingvalve removed from its seat.

Fig. 21 is an enlarged cross-section of the pewer-cylinder and thecharging and firing valve, taken uponthe line w w ofFig. 2, the valve,

however, being shown in position to fire the charge. Fig. 22 is asimilar view taken upon the line w o of the same figure, showing thevalve in position to bring the igniting-burner into communication withthe master -light. Fig. 23 is a still'moreenlarged cross-section of thecharging and firing valve, showing particularly the construction of theigniting-burners. Fig. 24 is an outside view of one of the burners. Fig.25 is an inside View of the driving-pulley, showing the weighted leversand their connections for operating the governorvalve. Fig. 26 is asimilar View with the revolving disk removed. Fig. 27 is an outside viewof the driving-pulley, showing particularly the springs and theirconnections for operating the weighted levers of the governor apparatus.Fig. 28 is a view of the revolving disk removed from the other parts.Fig.29 is a cross-section of the driving-pulley, taken upon the line a:a: of Fig. 25. Fig. 30 is a similar view taken-upon the line f1 3 of thesame figure. Fig. 31 is a similar view taken upon theline w w of Figs.25 and 27, and Fig. 32 is an enlarged view of the threaded sleeveuponwhich the revolving disk turns.

Referring to'said drawings, it is to be un- I CO.

derstood that the power-cylinder; 99 is an ranged in a horizontalposition upona suitable framework, A, which at aproper distance in frontof the cylinder is provided with bearings for the main crank-shaft 102.The power-piston 98 is provided with the usual pistonrod, 97 ,whiehpasses through a stuffing-box in the end of the cylinder, andisconnected to the main crank 100 by means of a pitman, 103.

The; piston-rod and pitman are provided at piston 98, are forced intoeach end of the cylinder after the piston has nearly completed itsstroke toward the opposite end and just as it is commencing itsreturn-stroke, thereby allowing the charges to be compressed in thecylinder to a considerable degree by the return-stroke of the piston.The supplying of the charges to the power-cylinder is effected by meansof a double-acting pump, 96, which is located at the side of thepower-cylinder, and has its piston 95 connected by a rod, 94,

- a i i i L i and pitman 10a with a second crank, 101, upon the mainshaft 102, the point of connection between the piston-rod 9a and thepitman being provided with a crosshead, 107, which moves betweenbearings 108 in the frame-work, the same as in the case of thepiston-rod 97 and its pitman. The cranks 100 101 are so positioned thatthe pump-piston will complete its stroke and thus complete the forcingof the charge into the power-cylinder just after the power-piston hascommenced its stroke toward the end of the cylinder into which thecharge is forced. The purpose of this relative arrangement of the twopistons will more fully appear when the operation of the engine isexplained.

In order to effect the rapid and complete combustion of the explosivemixture in the cylinder of the engine, which must be accomplished inorder to secure the best results, it is important that the air and gaswhich form the mixture should be'th oroughly commingled before theyenter the cylinder-L This is effected by means of a mixing apparatus,through which the air and gas are drawn as they enter the pump. Thisapparatus, as herein shown, consists of a chamber, 93, (see Figs. 16 and17,) having a partition, 51,which is provided with a large number ofsmall perforations through which the air and gas are drawn and whichserves to divide these fluids into a large number of small streams andthus thoroughly agitate and mix them. The chamber 93 is provided, uponone side of the partition 51, with two openings, 31, through which thegas and air are admitted to the chamber, the proper proportions of thesefluids being regulated by cocks or valves 32 33, which con trol theopenings. These openings are also controlled by an inwardlyopeningcheckvalve, 34, which prevents the escape of any of the mixture from thechamber through the air-opening. The chamber 93 is connected, upon theside of the partition 51 opposite to the openings 30 31 by a pipe, 92,with the suction-chamber 52 (see Figs. 10 to 14) of the pump 96. Thepump 96 is provided with ordinary suction-valves, 20, which control thecommunication between the suction-chamber and two chambers, 54, locatedat opposite ends of the pump, and which communicate with thepump-cylinder by means of ports 10. The chambers 54 communicate by ports11 with two chambers, 55, which in turn communicate with theforce-chamber 53, the passage between the chambers 55 and theforce-chamber being cont-rolled by ordinary force-valves, 21. Theforce-chamber 53 of the pump communicates by means of a pipe or passage,56, (see Figs. 11, 8, 6, 4, 19, and 2,) with what may be termed a small"induction-chamber, 35, located in the side of the power-cylinder andextending a considerable portion .of the length of the cylinder. Asshown in the present case, the passage 56 is formed in the frame workAand the wall of the powercylinder; but it may of course be anindependent pipe,

if preferred. The passage 56 also communicates (see Fig. at) with a tankor reservoir, 9].,

which, as shown in the present case, is formed in the base of theframe-work A, though of course it may be independent of the frame work.The passage 56, at the point where it communicates with the tank 91, isprovided with a cook or valve, 36, by which the communication betweenthe tank and the passage may be cut off, when desired. From thisarrangement it will be seen that the quantity of the explosive mixturedrawn through the mixing apparatus and into the pump upon either side ofits piston upon one stroke, is upon the next stroke forced out of thepump and into the tank 91 and the passage 56 and chamber 35, or into thepassage and chamber alone, depending upon the position of the valve 36.The cylinder of the pump is of such size with relation tothepower-cylinder that the amount of the explosive mixture which is drawninto the pump upon each stroke isjust sufficient to form one charge forthe power-cylinder when the engine is running under its ordinary workingconditions.

The power-cylinder 99 is provided with a single exhaust-opening, 29,(see Figs. 2 and 4,)

consisting of one ormore ports which is or are located at or near themiddle of the length of the cylinder, and in such position as to beuncovered by the power-piston as it arrives at the end of its stroke ineach direction. The exhaust-opening 29 is provided with an exhaust-pipe,90. which opens into a condensingchamber, 89, from which a chimney-pipe,8S, conducts the exhaust products to the open air. The condensingchamber89 is supplied with water, which acts to take up more or less of theheat of the exhaust products, so as to partially condense them and thusaid in exhausting the cylinder. The chamber 89 and the water thereinalso perform another important function, in that they serve to verymaterially reduce the noise caused by the exhaust,which sometimes is sogreat as to be objectionable.

The chamber 89 may be supplied with water in any convenient manner; butas here shown the water which is supplied through the pipe 87 (see Fig.4) to the usual water-spaces, 37, of the power-cylinder, aftercirculating through these spaces passes through an opening, 12, into atrough, 38, formed on the inner ends of the pump and powercylintlerswhere it serves to keep the piston-rods 94 97 cooled, afterwhich it flows through a pipe, 39, (see Fig. 1,) to the chamber 89, fromwhich chamber it is drawn by a waste-pipe, 40. 3y this means a constanttlow of water ismaintained through the spaces 37, trough 3S, and chamber89 in a very simple manner. It will be observed'that the waste-pipe 40is so positioned that the water is not permitted to rise in the chamber89 to a sufficient height to close or submerge the end of theexhaust-pipe 90. The constant as it serves to carry away the non-gaseousproducts exhausted from the cylinder, which would otherwise accumulatein the chamber.

The charges of the explosive mixture which are forced into the tank 91and the passage 56 and chamber 35, or the passage and chamber alone, areadmitted to the power-cylinder as follows: The power-cylinder isprovided atits opposite ends with induction-ports 13, (see Figs. 2 and19,) which open outward through the walls of the cylinder, and thechamber 35 is provided at its ends with ports 14, which also openoutward in close proximity to the ports 13. The side ofthe cylinderthrough which the ports 13 14 open is provided with a projectingportion, 86, which forms a chest or seat for a reciprocating chargingand firing valve, 41, which is held to its seat by a coveringplate, 42,and is operated through a rod, 109, from an eccentric, 110, on the mainshaft 102. The valve 41' is provided upon its inner face with twocavities or recesses, 15, (see Figs. 2 and 20,)'which are of suchextent, and are located in such position, that as the valve isreciprocated they establish communication between the ports '13 14 atthe opposite ends of the-cylinder alternately, thereby establishingcommunication between the chamber 35 and the cylinder, and permittingthe charge forced out of the pump to pass into one end or the other ofthe cylinder, depending upon the position of the valve. Asherein'oet'ore stated, the movements of the pump and power pistons andthe charging and firing valve are so timed with relation to each otherthat communication is established between the ports 13 .14, or, in otherwords, between the chamber 35 and either end of the power-cylinder, justbefore the power-piston has completed its stroke toward the opposite endof the cylinder, and after it has partly uncovered the exhaust-opening,and that communication will be again out off between the ports 13 14just after the power-piston has commenced its returnstroke and coveredthe exhaust-opening, and that the pump-piston will complete itsstrokesimultaneously with the cutting off ofcommunication 'between the ports13 14 by the valve.

. After this the pump completes its stroke and forces the remainder ofthe charge into the cylinder, and simultaneously with the completion ofthe stroke of the pump the powerpiston covers the exhaust-opening, andthe valve cuts off communication between the ports 13 14, therebyconfining the charge in the cylinder, where it will be compressed by thepower-piston during the remainder of its return-stroke, after which, asthe piston arrives at the end of its return-stroke and is about tocommence 1ts next forward stroke, the charge is exploded.

The firing of the charges thus compressed in the power-cylinder isefiected as follows: The charging and firing valve 41 is provided uponits outer face and near its opposite ends withtwo recesses or cavities,16, (see Figs. 2 and 23,) in which are located igniting-burners whichconsist of layers of wire-gauze or similar foraminous material, 17, (seeFigs. 23 and 24,) inserted in the ends of short flaring tubes 18. Theends of the tubes 18 project slightly beyond the gauze 17, as will beobserved. The purpose of this will appear when the operation of theengine is described. The tubes 18, which constitute the stems or-shanksof the burners, extend through the valve and open inward through itsinner face (see Figs. 21 and 22) in such position that as the valvereciprocates they will respectively be brought into communication withthe ports 13 at the opposite ends of-the cylinder.

The igniting-burners are fed from the charges in the power-cylinder asfollows: The valve 41 is provided with small ducts 2, (see Figs. 22 and23,) which communicate with the tubes 18 of the burners, and extendupward and inward and open into channels 3, formed in the inner face ofthe valve. The channels 3 communicate with ducts 4, (see Figs. 19, 21,and 22,) which open outward through the valve seat and upward throughthe top of the projection 86 of the cylinder in which the valveseat isformed,and in close proximity to vertical ducts 5, which open downwardinto the passages leading from the ports 13 to the interior of thecylinder. Communication between the ducts 4 5 at theopposite ends of thecylinder is controlled by means of a swinging plate 22, (see Figs. 3,18, 21, and 22,) which is pivoted at the middle of its length and restsupon the top of the projectionof the cylinder in which the valve-seat isformed, and in such position as to cover the ducts4 5. This plate isprovided upon its under side and directly over the ducts 4 5 withrecesses or cavities 6, which form, in effect, apair of D-valves, andare located in such position that when the plate is swung in onedirection the valve at one end of the plate will be brought intoposition to establish communication between the ducts 4 5 at that end ofthe cylinder, while the valve at the other end of the plate will bebrought into such position as to cut off coinmunication between theducts 4 5 at the other end of the cylinder, and vice versa. .The plate22 is swung or vibrated so as to alternately establish and cut offcommunication between the duots 4 5 at the opposite ends of the cylinderby means of a stud, 43, which is secured to the upper side of the valve41 and-- projects through a slot, 44, in the top of the valve-chest. Asthe stud 43 is moved back raised from its seat.

and forth by the movement of the valve 41, it runs in contact with acurved lever, 45, which is pivoted at its middle in such position thatits outward-curved ends overlap the slot 44. By r'eason of thisarrangement a swinging movement is imparted to the lever 45 by themovement of the stud 43. The lever 45 is so arranged with relation tothe plate 22 that as it is swung by the stud 43 it engages with theplate 22, and thereby swings the plate, as already stated. The plate 22is provided at its ends with curved slots 19, through which pass boltswhich prevent the plate from being The igniting-burners 17 are relightedafter each explosion by means of permanent master lights 57, (see Fig.22,) which are located in'chimneys 58, formed upon the outside of thecovering-plates 42 of the valve-chest, and with which theigiiitingburners are brought into communication at the proper timethrough ports 23, formed in the plate 42. :The movements of the plate 22are so timed with relation to the movements of the valve 41 thatcommunication will be cut off between the ducts 4 5 at either end of thecylinder just as or slightly before the ignitingburner for that end ofthe cylinder arrives in position tofire the charge, and will remain socut off after the charge has been fired until the power-piston hasproceeded far enough upon its stroke to partly or wholly uncover theexhaust-opening. The valve 41, in additien to the ports and ductsalready specified, is provided with small ports 7, (see Figs. 21, 22,and 23,) which are located directly beneath the igniting-burners and insuch position that when the burners are in position to fire the chargesthey establish direct communication between the ports 13 and therecesses 16. The valve is also provided with small duets 8, which extenddownward and outward from the ports 7 and open into the recesses 16 at apoint near the outer ends of the tubes 18. The purpose of these variousfeatures will more fully appear when the operation of the engine -isexplained.

The operation of the organization thus far described is as follows: Forthe purpose of this description it will be assumed that the engine is inoperation and that a charge has just been exploded in the outer orIefthand end of the power-cy1inder, so as to start the power-piston uponits inward stroke. At the time this takes place the charging and firingvalve will be at the limit of its stroke inward or toward the right, theigniting-burner at the outer or left-hand end of the valve will be incommunication with the induction-port 13 at that end of the cylinder,the recess 15 at the inner or right-hand end of the valve will be inposition to establish communication between the ports, 13 14 at that endof the cylinder, the plate 22 will be in position to establishcommunication between the ducts 4 5 at the inner end of the cylinder andto cut ofl communication between the ducts 4 5 at the outer end of thecylinder, and the piston of the pump will be nearing the end of itsstroke inward or toward the right. As the power-piston commences itsstroke inward, the charging and firing valve will commence its stroke inthe opposite direction, so that by the time the po'weiwpiston hascovered the exhaust-opening 29 the valve will have arrived in suchposition as to cut off communication between the ports 13 14, so as toconfine the charge in the cylinder, and simultaneously with the cuttingoff of communication between these ports the pump-piston will completeits inward stroke. After this the power-piston will proceed upon andcomplete its inward stroke, thereby compressing the charge in front ofit in the cylinder, and the pump will commence its outward stroke,thereby compressing a fresh charge into the tank 91, passage 56, andchamber 35, or into the passage and chamber alone, depending upon theposition of the valve 36. As the power piston is making its inwardstroke, the valve will proceed upon its outward stroke, and the ducts 45 being in communication a portion of the charge which is undergoingcompression in the cylinder will be forced through the ducts 5 4, groove3, and duct 2 into the tube 18, and thence through the meshes of thegauze forming the ignitingburner 17 at that end of the cylinder, so thatsaid burner will be lighted from the master- 1ight57. Theigniting-burnerthuslightedwill continue to be fed from the charge in thecylinder, and will continue to burn as the valve proceeds upon itsoutward stroke. Just as or slightly before the valve arrives at thelimit of its outward stroke, and after the power-piston has uncoveredthe exhaust-opening, the stud 43 will rock the lever 45, and throughsaid lever swing the plate 22 so as to cut off communication between theports 4 5 at the inner end of the power-cylinder and establishcommunication between the corresponding ports at the outer end of thecylinder, and simultaneously with or immediately after this thepowerpiston willarrive at the limit of its inward stroke and the valveat thelimit of its outward stroke, thereby bringing the igniting burnerat the inner end of the valve into communication with the port 13 atthat end of the cylinder. As soon as this takes place, a portion of thecharge compressed in the cylinder will pass through the port 7 and duct8, so as to establish an equilibrium upon both sides of the burner 17and permit the flame of the burner to be communicated to and explode thecharge in that end of the cylinder. At the time when the port 7 and tube18 are thus brought into communication withthe port 13, the pressure inthe power-eylinder is of course at its maximum, and as a consequence themix ture will rush into the recess 16 with considerable force, and itmeans were not provided for preventing it might extinguish the flame ofthe burner. By providing the duct 8 the piston arrives at the limit ofits inward stroke and the valve at the limit of. its outward stroke, asjust stated, the piston will uncover the exhaust-opening 29, and as thistakes place the recess 15,at the outer end of the valve, will commenceto open communication between the ports '13 ltat that end of thecylinder, thereby allowing the portion of the charge which has beencompressed by the pump into the tank 91, passage 56, and chamber 35, orinto the passage and chamber alone, depending upon :the position of thevalve 36, to expand into the cylinder and aid in quickly expelling theproducts remaining from the explosion of the last charge through theexhaust-opening. As the power-piston makes its. outward stroke, theoperation just described will be repeated, but at the opposite ends ofthe power-cylinder.

In operating the engine thus organized, it sometimes happens thatacharge fails to be exploded when the igniting-burner is brought intocommunication with the port 13. Whenever this occurs, the power-pistonproceeds upon and makes its stroke, impelled by the momentum of thefly-wheel; but since a part of the charge which entered the cylinder haspassed out through the ducts 5, 4, &c., to feed the igniting-burner, itresults that as the piston nears the end of its stroke and before ituncovers the exhaust-opening, a partial vacuum is formed in thecylinder,which tends to cause a current of air to pass inward throughthe igniting-burner, and the ducts through which it is fed to thecylinder. The recess 16, in which the igniting-burner is located,is atthis time in communication with the master light, and therefore,unless'means are provided for preventing it,this inward current isliable to carry the flame from the master-light inward through theigniting-burner and the ducts through which it is-fed to the cylinder,and

thus cause a tardy explosion of the charge. The difficulty does 'not,however, end here. When a charge is thus tardily exploded,there is notsufficient time for the flame to die out in the cylinder before thevalve will arrive in position to admit the next charge, and this isliable to cause a premature explosion which may result in serious,damage to the engine. In order to avoid this difficulty and danger theplate 22 and its auxiliaries are provided,by

which, as explained, the ducts through which,

the igniting-burners are fed are closed just before the explosion takesplace or'should take place, and remain closed until after the exhaust isopened, thereby preventing the flame of the masterelight from beingcarried into the cylinder, even though a partial vacuum should be formedtherein. In order to stop the engine it is only necessary to close thecooks or valves which control the air and gas openings 30 31, or eventhe cook or valve that controls the gasopening. To start the engine itis only necessary to open the air and gas openings, light themaster-lights, and turn the fly-wheel 111 until two or three chargeshave been forced into and exploded in the cylinder. If it is desiredthat the pump shall compress the charge to a considerable extent beforethe charging and firing valve establishes communication between theports 13 14, so that as soon as communication is'established betweenthese ports the charge will expand into the cylinder with considerableforce, and thus expel the products remaining from the explosion of thelast charge very quickly, the valve 36 will be moved so as to cut offcommunication between the tank 91" and the passage 56, and thus causethe pump to compress the charge into the passage 56 and the chamber 35alone. If, on the other hand,

such a degree of compression is not desired or I From what has been saidit will be seen that in closing and opening the exhaust-opening thepower-piston performs the function of a piston-valve. It is therefore tobe understood that the exhaust opening or openings may be controlled byan independent valve without Wholly departing from the invention.

In operating those gas-engines in which a charge is introduced into andfired in the cylinder at each stroke of the piston, and particularlywhen the engine is run at high speed,

it has been found that even when the charge is fired at the proper timeit will sometimes burn so slowly that the flame caused by the IIOexploding of one charge will not have time to entirely die out beforethe next charge is ad- 'mitted, and thus the incoming charge'will beprematurely exploded. In order to avoid this and to hasten the completecombustion of the charges after they are fired, I cause a quantity ofair to be introduced into the power-cylinder behind the piston after thepiston has made a part of its stroke,which air, mingling with theburning charge,will hasten its complete combustion, and thus cause theflame in the cylinder to die out more quickly. To ef-- i The operationof this air-introducing apparatus is as follows: As soon as thepower-piston pendent valve or valves.

making its stroke in either direction uncovers the exhaust-opening, theproducts resulting from the last explosion will rush out through theexhaustopening, and this will cause a partial Vacuum to be form d in thechamber 46, whereupon the air upon the outside will raise the valve 25and flow into and fill the chamber. As the power-piston makes itsreturn-stroke, the air which has passed into the chamber 46, togetherwith a small quantity of the explosive mixture which will be compressedinto the chamber, and the port 24, will be entrapped therein by thepiston when the latter covers the port 24, and will remain therein untilafter the next charge has been fired and the piston has proceeded farenough upon its stroke to uncover the port 24. As soon, however, as theport 21 is uncovered, the air in the chamber -16 will mingle with theburning charge, and thereby hasten its complete and perfect coinbustion,and as soon as the piston uncovers the exhaust-opening, the outrush ofthe pro ducts through the exhaust-opening will cause the chamber 46 tobe again filled with air, as already explained, and so the operationwill continue to be repeated.

1 do not limit my claim to the precise apparatus herein shown foreffecting the introduction of the air into the power-cylinder, as it ismanifest that the apparatus for this purpose may be varied greatlywithout departing from theprinciple oftheinvention. Theair,instead ofbeing drawn into the chambers 46 by the outrush of the products throughthe exhaust opening, may be supplied to the chambers by a pump, or inany other suitable manner, and the ports 2%, instead of being controlledby the power-piston, may be controlled by an inde- The power-piston, sofar as its function of controlling the ports 24 is concerned, is ineffect and is the equivalent of a piston-valve. It is also to beremarked that instead of using two of the airchambers 16, a single air-chamber mayin some cases be used and made to communicate with both ofthe ports 24.

The oil for properly lubricating the powerpiston and the charging andfiring valve is supplied from an oil-chamber, 47, which, as shown, islocated between the chambers 16. (See Figs. 4and 5.) This chamber issupplied in any suitable manner, as from an oil-cup which communicateswith the opening 1, and is provided with a duct, 26, which opens intothe power-cylinder in such position as to be covered by thepower-piston, except for a short time at the end of each stroke, andalso with two small pipes, 27, (see Figs. 1, 3, and 18,) whichcommunicate with ducts formed in the projection 86, which open downwardon top of the charging and firing valve near its opposite ends. Thechamber 47 is provided with -an oscillating valve, 28, the stem of whichis connected through a slotted arm, 48, with the stud 43. By means ofthis connection the valve 28 is rocked or oscillated at eachreciprocation of the charging and firing valve,

thereby uncovering the duct 26 and the openings to the pipes 27 for ashort time, and thus allowing a small amount of oil to enter the ductand pipes and flow to the power-piston and the charging and firing valveat each stroke of the engine. The parts are so timed that the duct 26will be covered by the valve 28 at those times when it is not covered bythe power-piston.

As heminbefore stated, the engine is provided with a governor apparatusby which, when its speed is accelerated beyond the prop er point, thecharges forced into the powercylinder are reduced in volume, therebyreducing the power of the engine and bringing it back to its normalspeed. This governor apparatus is arranged to act upon the same generalplan as that described in my former Letters Patent, before referred to,andconsists of means by which, when thespeed of the engine becomesunduly accelerated, a portion of the charge drawn into the pump at onestroke, instead of being forced into the powercylinder at the nextstroke, is simply transferred to the opposite side of the pumppiston. Toefi'ect this the pump-cylinder is provided with two ducts, 83 81, (seeFigs. 9,10,14, and 15,) which lead from the opposite ends of thecylinder and open into a chamber, 85, upon opposite sides of anearly-balanced valve,49,having a spring, 73, which acts tohold thevalve closed when not acted on by the governor, as willbe hereinafterexplained. The stem of the valve 49 extends out of the chamber 85, andis connected to an arm, 59, secured to a rod, 60, (see Figs. 14, 1, and2,) which extends to a point at the side of the driving-pulley 112,where it is provided with an arm, 61, (see Figs. 25 to 32,) having abowl which rests against or lies in close proximity to the inclinedshoulder 62 of a disk, 63, which is mounted loosely upon the hub 64 ofthe pulley 112. The disk 63 is provided with coarse screw-threads,whiehengage with corresponding threads which are formed on the hub 61, sothat when the disk is revolved around the hub it will be moved inwardand press against the bowl of the arm (51, thereby rocking the rod (50and arm 59, so as to open the valve 49 and establish communicat-ionthrough the ducts 83 81 between the opposite ends of the pump. As soonas this is done, a part of the explosive mixture drawn into the pump atone stroke will upon the next stroke be transferred from one end of thepn mpcylinder to the other, thereby reducing the volume of the chargeforced into the powercylinder. The disk 63 is provided with two radialrecesses, 65, which receive studs 66, projecting from a pair of weightedlevers, (37, which are pivoted at (58 to the web of the pulley 1 1,2.The levers (37 are acted on by springs (39, which are located upon theopposite side of the pulley from the levers, and are connected to thelevers by means of rods and studs 71., which pass through curved slots72 in the web of the pulley. The springs 69 are of such tension that solong as the engine is running at-its proper speed, they will hold theweighted ends of the lovers 67 inward away from the rim of the pulley.As soon, however, as the engine attains an undue speed, the weightedends of the levers will, by reason of their centrilugal force, overcomethe tension of the springs 69 and be thrown outward, so that theiropposite ends will,through the studs 66, turn the disk 63 around the hub64 and force it inward, so as to open the valve49, as before explained.As soon as the engineresumesits normal speed, the springs 69 will rockthe levers 67 back to their normal position, and thereby allow the valve49 to close.

Although the engine herein shown is arranged horizoutally and is doubleacting, it will be readily seen that many or all .parts of the inventionmay be applied to vertical as well as horizontal engines, and to singleas well as double acting engines. It will also be seen that parts of theinvention may be used without the whole.

What I claim is 1. The combination, with the power cylin- 2 der andpiston, of a pump for charging the in/" cylinder, having its pistonarranged to complete its stroke in advance of the power-piston, and apositively-actuated charging-valve arranged to open theinduction-port'at the 0 same time or after the exhaust-opening isopened, and to close the induction-port at the same time that the pumpcompletes its stroke, substantially as described.

2. The combination, with the power cylin- 5 der and piston, of theexhaust-opening arranged to be uncovered by the power-piston as itarrives at the end of its stroke, a pump for charging the cylinder,having its piston arranged to complete its stroke in advance of 40 thepower-piston, and a positively actuated charging-valve arranged to openthe induction-port at the same time or after the exhaustopening isopened, and to close the inductionport at the same time that the pumpcompletes its stroke, substantially as described.

3. The combination, with the power cylinder and piston, ofapositively-actuated charging and firing valve carrying anignitingburner and arranged to open the inductionport to admit thecharge, close the port to confine the charge in the cylinder, and thenbring the igniting-burner into communication With the charge to fire it,substantially as described. I

4. The combination, with the power cylinder and piston, of the exhaustopening arranged to be uncovered by the power-piston as it arrives atthe end of its stroke, and a charging and firing valve carrying anigniting- 6o burner and arranged to open the'inductionport to admit thecharge at the same time or after the exhaust-opening is uncovered, closethe port so that the charge will be confinedin the cylinder andcompressed by the power- 55 piston upon its return-stroke, and thenbring the igniting-burner into communication with the charge to fire it,substantially as described.

5. The combinatiom with the power cylinder and piston, of .theexhaust-opening arranged to be uncovered by the power-piston as itarrives at the end of its stroke, and a charging and firing valvecarrying an igniting-burner and having suitable ducts through which itis fed from the charge in the powercylinder, and arranged to open theinduction: port to admit the charge at the same time-or after theexhaust-opening is uncovered, close the port so that the charge will beconfined in the cylinder and compressed by the powerpiston upon itsreturnstroke, and then bring the ignitingburner into communication withthe charge to fire it, substantially as described.

6. The combination, with the power cylinder and piston, of a pump forcharging the cylinder, having its piston arranged to complete its strokein advance of the power-piston, and a positively-actuated charging andfiring valve carrying an igniting-burner and arranged to open theinduction-port at the same, time or after the exhaust-opening is opened,close the 0 port at the same time that the pump-piston completes itsstroke, and then bring the igniting-burner into communication with thecharge to fire it, substantially as described.

7. The combination, with the power cylinder and piston, of theexhaust-opening arranged to be uncovered by the power-piston as itarrives at the end of its stroke, a pump for charging the cylinder,having its piston arranged to complete its stroke in advance of thepowerpiston, and a positively-actuated charging and firing valvecarrying an igniting-burner and arranged to open the ind notion-port atthe same time or after the exhaustopening is opened, close the portatthe same time that the pump-piston completes its stroke, and to thenbring the igniting-burner into communication with the charge to fire it,substantially as described.

8. The combination,-w-ith an igniting-burner fed through suitable ductsfrom the charge in the power-cylinder and a firing-valve for establishing communication between said burner and the charge to fire it,of a positively-actuated valve arranged to close the ducts through whichthe-burner is fed at or about the time communication is establishedbetween the burner and the charge to fire it and to open said ductsafter the exhaust is opened, substantially as described.

9. The combination, with afiring-valve carrying an igniting-burner whichis fed through suitable ducts from the charge in the powercylinder, andis arranged to be brought into communication with the charge in thecylinder I 2 I: to fire it, of a positively-actuated valve arranged toclose the ducts through which the burner is fed at or about the timecommunication is'established between the burner and the charge to fireit, andto open said ducts after the exhaust is opened, substantially as'described. V

10. The combination, with a stationary master-light and a firing-valvecarrying an igniting-burner which is fed through suitable ducts from thecharge in the ey1inder,andis arranged to be broughtinto communicationwith the master-light to be lighted and into communication with thecharge in the cylinder to fire it, of apositively-actuated valvearranged to close the ducts through which the burner is fed at or aboutthe time communication is established between the burner and the chargeto fire it, and to open said ducts after the exhaust isopened,-substantially as described.

11. The combination, with an igniting-burner fed through suitable ductsfrom the charge in the powercylinder and a charging and firing valvearranged to open the inductionport to admit the charge, close the portto confine the charge in the cylinder and allow it to be compressed bythe piston and then establish communication between the burner and thecharge to fire it, of a positively-actuated valve arranged to close theducts through which the burner is fed at or about the time communicationis established between the burner and the charge to fire it, and to opensaid ducts after the exhaust is opened, substantially as described.

12. The combination, with a stationary master-light and a charging andfiring valve carrying an igniting-burner, which is fed through suitableducts from the charge in the cylinder, said charging and firing valvebeing arranged to open the induction-port to admit the charge, close theport to confine the charge in the cylinder and allow it to be compressedby the piston and then bring the burner into communication with thecharge to fire it, of a positivelyactuated valve arranged to close theducts through which the burner is fed at or about the time communicationis established between the burner and the charge to fire it, and to opensaid ducts after the exhaust is opened, substantially as described.

13. In a gas-engine, an igniting-burner consisting of the tubular stem18, through which the mixture for the burner passes, and the foraminousmaterial 17, which is located within the tubular stem and a distanceback from its end, whereby the fiame of the burner is inclosed withinand protected by the end of the tubular stem of the burner,substantially as described.

14,. In a gas-engine, the combination, with an igniting-burnerconsisting of the tubular stem 18, through which the mixture for theburner passes, and the foraminous material 17, which is located withinthe tubular stem and a distance back from its end, whereby theflame ofthe burner is inclosed within and protected by the end of the tubularstem of the burner, of the port 7 and duct 8, arranged to be broughtinto communication with the charge in the power-cylinder and to directthe jet of the mixture issuing from the cylinder across the end of thetubular stem in'which the flame of the burner is inclosed, substantiallyas described.

15. The method or process of hastening the combustion of the charges ina gas-engine, which consists in admitting or introducing a quantity ofair into the cylinder of the engine after the charge has been fired andbefore the exhaust is opened, substantially as described.

16. The combination, with the power-cylinder and piston, of an airopening or port through which a quantity of air is admitted orintroduced into the cylinder after the charge has been tired and beforethe exhaust is opened, substantially as described.

17. The combination, with the power cylinder and piston, of an airopening or port through which aquantity of air is admitted or introducedinto the cylinder after the charge has been fired and before the exhaustis opened, and a valve for controlling said opening or port,substantially as described.

18. The combination, with the power cylinder and piston, of anair-chamber communicating with the cylinder and with the atmosphere, avalve for preventing the escape of the air from the chamber, and a valvearranged to open communication between the chamber and the cylinderafter the charge is fired and before the exhaust is opened, substantially as described.

19. The combination, with the power cylinder and piston, of an airopening or port ar ranged to be uncovered by the piston after the chargehas been fired and before the exhaust is opened, and a Valve forcontrolling said opening or port, substantially as described.

20. The combination, with the power cylinder and piston, of anair-ehamber communicating with the atmosphere and also with the cylinderby an opening or port which is arranged to be uncovered by thepower-piston after the charge has been fired and before the exhaust isopened, and a valve for preventing the escape of the air from thechamber, substantially as described.

21. The combination,with the chamber 89,

containing a body of water and provided with connections by which a flowof water is maintained through the chamber, of the exhaustpipe 90,opening downward so as to deliver the exhaust products directly onto thesurface of the body of water in the chamber, substantially as described.

22. In a gas-engine, the combination, with the oil-chamber 47, havingthe duct 26 communicating with the interior of the power-cylinder inposition to be covered by the powerpiston during a part of the strokeand to be opened to the cylinder during a part of the stroke, of thepositively-actuated valve 26, for controlling said duct, said valvebeing arrangedto close the duct when it is open to the cylinder and toopen the duct when it is covinder in position to be covered by thepower- In testimony whereof I have hereunto set my piston during a partof the stroke and to be hand in the presence of two subscribing Witopento the cylinder during a part of the nesses. stroke,' and the pipes 27,leading to the charg- 5 ing and firing valve, of the positively-aetu-PETER MURRAY, JR.

ated valve 28, for controlling said duct and pipes, said valve beingarranged to close the \Vitnessesz duct when it is open to the cylinderand to LUTHER O. ORQWELL, open the duct when it is covered by the'pis-JAS. J. KENNEDY. 10 ton, substantially as described.

